Narrative:

I was giving INS instruction in an small aircraft. We filed an IFR flight plan from gainesville regional to jax. The surface observation at jax was about 700-800' measured overcast and the terminal forecast was calling for continued IMC with rain showers. As we approached jax, we encountered moderate rain and light turbulence. ZJX told us we could expect an ILS approach to runway 7. However the final approach controller told us we could expect an ILS to runway 13. We encountered heavier rains and gusty left quartering headwinds. My student was having trouble intercepting the localizer when we were cleared for the approach. However he never got a full scale deflection on the localizer receiver. I think the ceiling was reported to be 300-400' at this time. After we crossed the OM, I could tell that we were encountering a fairly strong left crosswind because of our crab angle. Also, the CDI was showing that we were to the right of course and needed to correct to the left. What I did not know at the time was that my localizer receiver was not working properly, even though we had everything properly tuned in and idented. My student was fairly anxious as we descended closer to the missed approach point. At about 350' my student gave up unexpectedly, when we encountered a gusty wind from the left. As the aircraft crabbed even more to the left, I took control of the aircraft and I saw runway approach lights, runway T/D zone and centerline lights slightly to my left as we broke out of the clouds. I maneuvered the aircraft and landed. Due to INS error we apparently were between the approach to runway 7 and 13. Also we never saw approach or runway lights for runway 13 because of the low clouds. The approach lights and runway lights were in use on runway 7. 2 aircraft landed after we did on runway 7, due to, I assume, winds. One of the aircraft was an airliner and the other a commuter airliner. When we returned to gainesville, I requested the ILS to runway 28 to check our localizer. (We were operating in VFR conditions at this time.) the localizer showed that we needed to correct left, even though we were already left of the approach to the runway. It was a combination of things that brought about the inadvertent landing on runway 7: a student that gave up at the most critical time of an approach in night IMC, faulty indication from our localizer receiver, runway lights being used for approaching traffic on the other runway after our approach, and in hindsight, my poor judgement to allow this student to proceed with this approach.

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Original NASA ASRS Text

Title: GA SMA WRONG RWY LNDG AT THE COMPLETION OF IAP ILS APCH.

Narrative: I WAS GIVING INS INSTRUCTION IN AN SMA. WE FILED AN IFR FLT PLAN FROM GAINESVILLE REGIONAL TO JAX. THE SURFACE OBSERVATION AT JAX WAS ABOUT 700-800' MEASURED OVCST AND THE TERMINAL FORECAST WAS CALLING FOR CONTINUED IMC WITH RAIN SHOWERS. AS WE APCHED JAX, WE ENCOUNTERED MODERATE RAIN AND LIGHT TURB. ZJX TOLD US WE COULD EXPECT AN ILS APCH TO RWY 7. HOWEVER THE FINAL APCH CTLR TOLD US WE COULD EXPECT AN ILS TO RWY 13. WE ENCOUNTERED HEAVIER RAINS AND GUSTY LEFT QUARTERING HEADWINDS. MY STUDENT WAS HAVING TROUBLE INTERCEPTING THE LOC WHEN WE WERE CLRED FOR THE APCH. HOWEVER HE NEVER GOT A FULL SCALE DEFLECTION ON THE LOC RECEIVER. I THINK THE CEILING WAS RPTED TO BE 300-400' AT THIS TIME. AFTER WE CROSSED THE OM, I COULD TELL THAT WE WERE ENCOUNTERING A FAIRLY STRONG LEFT XWIND BECAUSE OF OUR CRAB ANGLE. ALSO, THE CDI WAS SHOWING THAT WE WERE TO THE RIGHT OF COURSE AND NEEDED TO CORRECT TO THE LEFT. WHAT I DID NOT KNOW AT THE TIME WAS THAT MY LOC RECEIVER WAS NOT WORKING PROPERLY, EVEN THOUGH WE HAD EVERYTHING PROPERLY TUNED IN AND IDENTED. MY STUDENT WAS FAIRLY ANXIOUS AS WE DSNDED CLOSER TO THE MISSED APCH POINT. AT ABOUT 350' MY STUDENT GAVE UP UNEXPECTEDLY, WHEN WE ENCOUNTERED A GUSTY WIND FROM THE LEFT. AS THE ACFT CRABBED EVEN MORE TO THE LEFT, I TOOK CTL OF THE ACFT AND I SAW RWY APCH LIGHTS, RWY T/D ZONE AND CENTERLINE LIGHTS SLIGHTLY TO MY LEFT AS WE BROKE OUT OF THE CLOUDS. I MANEUVERED THE ACFT AND LANDED. DUE TO INS ERROR WE APPARENTLY WERE BTWN THE APCH TO RWY 7 AND 13. ALSO WE NEVER SAW APCH OR RWY LIGHTS FOR RWY 13 BECAUSE OF THE LOW CLOUDS. THE APCH LIGHTS AND RWY LIGHTS WERE IN USE ON RWY 7. 2 ACFT LANDED AFTER WE DID ON RWY 7, DUE TO, I ASSUME, WINDS. ONE OF THE ACFT WAS AN AIRLINER AND THE OTHER A COMMUTER AIRLINER. WHEN WE RETURNED TO GAINESVILLE, I REQUESTED THE ILS TO RWY 28 TO CHK OUR LOC. (WE WERE OPERATING IN VFR CONDITIONS AT THIS TIME.) THE LOC SHOWED THAT WE NEEDED TO CORRECT LEFT, EVEN THOUGH WE WERE ALREADY LEFT OF THE APCH TO THE RWY. IT WAS A COMBINATION OF THINGS THAT BROUGHT ABOUT THE INADVERTENT LNDG ON RWY 7: A STUDENT THAT GAVE UP AT THE MOST CRITICAL TIME OF AN APCH IN NIGHT IMC, FAULTY INDICATION FROM OUR LOC RECEIVER, RWY LIGHTS BEING USED FOR APCHING TFC ON THE OTHER RWY AFTER OUR APCH, AND IN HINDSIGHT, MY POOR JUDGEMENT TO ALLOW THIS STUDENT TO PROCEED WITH THIS APCH.

Data retrieved from NASA's ASRS site as of July 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.